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  1. #1

    Polaris Virage TX 1200 convert to 1050

    Gents, I spoke with jay at Sharps Marine about removing the blown 1200 from my TX and replacing it with a 1050 motor. He stated that I could swap the stator from the 1200 to the 1050 to make the MFD work as if it was the 1200.

    My question to you all is as follows... I am still unsure of what needs to be done. The e-box from the 1050 has no connectors for the wire harnesses. They feed directly into the ebox.

    The 1200 e-box has a quick disconnect between the stator and the e-box. Has anyone done this before and what does it completely involve? Any assistance is greatly appreciated.


  2. #2
    Click avatar for tech links/info, donation request K447's Avatar
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    Quote Originally Posted by Pastrykiller View Post
    Gents, I spoke with jay at Sharps Marine about removing the blown 1200 from my tx and replacing it with a 1050 motor. He stated that I could swap the stator from the 1200 to the 1050 to make the MFD work as if it was the 1200.
    Did you mean to say make the CDI work with the 1050 using the 1200 stator?

    My question to you all is as follows... I am still unsure of what needs to be done. The e-box from the 1050 has no connectors for the wire harnesses. They feed directly into the ebox.

    The 1200 e-box has a quick disconnect between the stator and the e-box. Has anyone done this before and what does it completely involve? Any assistance is greatly appreciated.
    Already documented

    Look for the section titled Parts interchanging on this page;
    Polaris Domestic (red) engine

    To utilize newer stators with 8 Pin Connectors on the outside of the electrical box with a pre-2000 electrical box;
    For the three cylinder engines, 2460875 is the short adapter cable that runs between the 8-pin stator cable plug and the electrical box insides (must use 4010170 stator, which has the mating 8-pin connector)
    You know you must change the impeller in the jet pump to match the 1050 engine power and Virage hull - correct?

  3. #3
    Rasta Mon Condoms We Be Jammin!!!!! TxVirageTx's Avatar
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    the prop should be the same between skis.the 99 sltx used a 202 prop as did the 00 virage tx.the carbs should be close in either case.the cdi will be the issue .if the 1050 has the correct cdi it would plug into the 1200 stator.or use the 1050 stator and cdi in the virage tx e-box.can't use a early style cdi (1050) on a later style stator (1200).

  4. #4
    Click avatar for tech links/info, donation request K447's Avatar
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    Quote Originally Posted by TxPro1200 View Post
    the prop should be the same between skis.the 99 sltx used a 202 prop as did the 00 virage tx.the carbs should be close in either case.the cdi will be the issue .if the 1050 has the correct cdi it would plug into the 1200 stator.or use the 1050 stator and cdi in the virage tx e-box.can't use a early style cdi (1050) on a later style stator (1200).
    Same impeller? Are you referring to the SLTX (stock with 1050 engine) or the SLTX-B (stock with 1200 engine, aka X-45)?

    I agree that it is important to know which CDI is going to be used for this swap. The 1200 stators (all years) are Gen III.

    The original/stock 1996-1999 stators are not Gen III. The Ignition Update Kits for those engines are Gen III and are compatible with the 1200 stators.

    So Pastrykiller, which CDI (part number) are you planning to use with this 1200 stator?
    Note that some CDI have a hand written part number, which is the actual correct part number if it is present and overrides the factory printed part number.

  5. #5
    Sorry fellas for not answering your question sooner. I have been at work for the last 36 hours straight and have been unable to get the part numbers for you. I have spoken with 2 members on this board and have two different approaches.

    1 use the entire wireharness, cdi and plugs from the 1050 and moving it directly into the tx (Same lower hull design) and rewire the 12 pin to the MFD. I will just have to move 2 wires on the 12 pin to relocate the mfd power.

    2 use the 1200 coils,cdi and stator from the tx on the 1050 motor.

    Which one seems to be the best approach?

    The entire jetpump with prop is the exact same one as the tx or sltx. There shouldnt be much of a problem there.

  6. #6
    Click avatar for tech links/info, donation request K447's Avatar
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    Which generation CDI+stator does the 1050 have? Original or updated?

  7. #7
    Rasta Mon Condoms We Be Jammin!!!!! TxVirageTx's Avatar
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    wouldn't run the 1200 cdi on the 1050 as the difference in engine stroke and timing could cause some real issues unless you want to run 92 octane.move all the 1050 stuff over into the virage hull including the carbs if you have them

  8. #8
    Okay the swap was almost a sucess.
    Follow along if you can.
    The engine and electrics were from a 96 sltx that was running. Before I transplanted the engine, I started the sltx to see now it ran and noticed the carb was boogered up. The throttle plates were corroded on the outside and wouldn't allow for throttle response other than a slightly high idle.

    I pulled the carbs and transplanted the external carb parts to a 2000 virage tx 1200 throttle bodies. This caused the 1050 to death rev. I pulled the engine and tore it down for a 100% rebuild to include new seals.

    While waiting for the engine to come back, I rebuilt all of the carbs and replaced all of the lines.

    Once the engine came back, I assembled it and tranplanted the electronics and engine into the virage hull. Everything works except that I have the idle issues again. It starts up with the choke on and then it will idle around 3700-3900 rpms (no drive shaft installed and on land), once I take it off choke, it gradually (kinda fast) increases idle until I pull the kill lanyard at 6000 rpms. The throttle bodies I am using are still the ones from the tx 1200. All of the jet plates are from the 1050.

    Wth am I doing wrong here? Anyone chime in and I report my findings.

  9. #9
    casey67's Avatar
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    Was there anything wrong with the Virage carb parts ?
    I can't think of anything drastically different in the jet blocks.
    Have you backed out the "idle speed set screw" ? ( large plastic knob on the front carb)

    A picture or two might help.

  10. #10

    update

    I disconnected the throttle and attempted to start it. it would not start unless i choked it and opened the throttle blades manually. Once i got it running, i will idle around 1200 rpms with the blades closed. it doesnt rev outta control anymore. It will bog if dump alot of gas into it via the throttle assembly but once it gets to around 3000 rpms, it comes alive and runs great.

    what needs to be adjusted?

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